Fuel injection apparatus



July 21, 1959 J. N. HUMBER ET AL 2,395,465

FUEL kINJECTION APPARATUS Filed April 9, 1957 2 sheets-sheet 1 A IV,

CAR L H NYSTEOM ATTPA/EY L) JOHN N.HUMBE E July 21, 1959 J. N. HUMBER ETAL FUEL INJECTION APPARATUS 2 Sheets-Sheet 2 Filed April 9, 1957 NO LOAD L: NK POSITION (COLD) CCLD OPE?.

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l/VVE/VTOES. JOHN N. HUP/IEEE.

CAT? L H NYLSTEOM COLD WD/ @mL HO nl@ Mss. Lmm LK L K www Lu. DD .AA ww LL LL UU FF 2,895,465 Patented July 21, 1959 United States Patent Otis@ 2,895,465 j FUEL INJECTION APPARATUS John N. Humber, `North Wilbraham, and CarlH. Ny-

strom, West Springfield, Mass., assignors to -American Bosch Arma Corporation,

Application April 9, 1957, Serial No; 651,688 6l Claims. (Cl. 123-140) This invention relates to new and useful improvements in fuel injection apparatus and has particular reference to improvements in fuel injection apparatus for spark` ignition type internal combustion engines `and the like. The principal object of the invention isfto providea fuel injection apparatus of the type set forth having means for automatically adjusting the apparatus to compensate for the altitude at which the apparatus is used. Another object is to provide temperature compensation for a fuel injection apparatus of the type set forth which automatically provides additional fuel for cold starting of the engine and which reduces such additional fuel as the. engine is warmed up. i

Another'object isto provide a new andimproved sys` tem for automatically lessening or cutting off the fuel quantity during deceleration of the engine.

stood that changes may be made inthe details of construction and arrangement of parts shown and described a corporation of New Yorky 14, is provided a second piston 22 which has one end 30. Other objects and advantages ofthe invention will be` engaging spring 23 which is a relatively light spring and which has one end engaging the end wall 24 of housing 12 and its opposite end engaging piston 22; Snap ring 24a limits the movement of piston 22.

Between pistons 14 and 22 are positioned the coil springs 25 and 26 with one of the springs 25 being longer than the other of the springs 26.

Cylinder 13, between pistons 14 and 22 is connected by line 27 to a source of modulated or controlled vacuum. This source of vacuum or pressure is, during normal operation of the engine, manifold pressure or vacuum but during idle operation and cold engine operation, that is, during engine warm up periods, the manifold vacuum or control pressure is modulated, that is, the control i pressure is increased, thereby moving piston 14 which moves pump control 11 position.

lCylinder 13 is connected directly by line 28 to the engine manifold or other source of direct engine vacuum to an increased fuel `delivery and line 28 is connected by duct or passage 29 to cylinder 1 3 on the side of piston 22 adjacent end wall 24, whereby passage 29 is normally connected to cylinder 13 between piston 22 and end wall 24 and communicates with cylinder `13 atall times due to a groove connecting passage 29 and cylinder 13.

as the preferred form has been `given by way of illus-` tration only.

Referring to the drawings:

Fig. 1 is a side view, partially in section, of'a fuel injectionapparatus embodying the invention;

Fig. 2 is` a sectional View taken on line2 `2 looking in the direction of the arrows; i i

Fig. 3 is a fragmentary view in section taken on line4 3*3 of Fig. l, looking in thedirectionofithe arrows: Fig. 4 is a fragmentary view of the apparatus shown in Fig. l; V Y' Fig. 5 is a schematic view illustratingthe operation of the temperature compensatingarrangement of the invention; and i i Fig.` 6 is a viewsimilar to Fig. 2, but showing a modiiedfform of the invention. i

Referring more particularly to the drawings wherein similartreference characters designate corresponding parts throughout, the apparatus shown for illustrating `the in` vention comprises "a fuel injection pump 10 `which VisI of the timed? injection variety such as that shownin Patent No. 2,772,668, issued December 4, 1`956, and having the control lever 11 for adjusting the quantitysof fuel delivered by the pump to each of the engine cylinders?" The control 12 is attached to the pump 10andA comprises a cylinder having the chamber 15, in which is positioned the evacuated bellows 16, which is flange or shoulder ring 18 in the wall 17 adaptedtto engage the retaining of piston `14 surrounding chamber the member 19 which is connected at its oppositeends` tothe bellows bridge 16a and the fuel pumpfcontrollever 11.

of rig. 1,

13m-which is mounted the piston 14` provided with the peripheral 45H' sides of the diaphragm together with the effects of mani- .pi passage 41 in the wall of the housing for control 12.

15 to limit the movement of the bellows 16 in one direc` 57 79* to'end 44 of the bimetallic or thermostatic member 43,

sea level, whereas in the form 'Passage 29 extends through boss 12a on the housing 12 and in said boss 12a is provided the axially movable valve which is normal to passage 29 and normally closes olf said passage. Valve member 30 has spaced lands 31 separated by a reduced portion 32.

In the form of Fig. 2, one'end of the valve member 30 engages coil spring 33 and the opposite end of the valve member is connected to diaphragm 34 in chamber 35 and the force of spring 33 is -opposed by spring 36, the tension of which may be adjusted through adjusting screw 37.`

`Line 28 is connected by passage or duct 38 to chamber 35 on the side of diaphragm 34 opposite the valve having the lands 31, whereby springs 33 and 36 on the opposed fold vacuum in chamber 35 as hereinafter described.

.Chamber 35a, on the side of diaphragm 34 opposite chamber 35 is connected to pump sump 35b by means of serve to operate the valve Chamber 35a is also connected by passage 35d to cylinder13 between piston 22 and end wall 24.

The form shown in Fig. 2 whichemploys the spring 36J is that form of the invention normally employedA at shown in Fig. 6, the evacuated` or aneroid bellows 40 replaces the spring 36 and thereby provides altitude compensation for the valve and this is the form of the invention which would normally be employed at altitudes substantially higher than sea level.

Chamber 35 is provided on the side of diaphragm 34 opposite spring 36 or bellows 40 with the bleed 41 to atmosphere through chamber 35b as previously described.

The pump control lever 11 is connected at one end to pump control shaft 42 and its opposite end is connected to member 19 by means of link block 46 to which the end of member 19 is connected and block 46 is in turn pivotally mounted on pivot pin 47 of member 47a which also has pin 48 integral therewith and connected which member is coiled and has its opposite ends 44 and vbellows positioned in chamber 15 in piston 14, that any substantial change in altitude will vary the length of the bellows and such change in length of the bellows will alter thel position of pump control lever 11 to com pensate for variation in altitude or atmospheric pressure at which the engine is operating.

Under normal operating conditions the bellows bridge 16a merely serves as a connecting means between member 19 and piston-14. Also stop 17 is normally. retained in engagement with stop ring 18. Spring 20 serves to control the rate of expansion of the bellows and thereby controls the amount of compensation provided thereby. By controlling the rate and load of the spring the amount of compensation for any particular engine may be controlled.

vkIn Fig. 1, the pump control 11 is shown in full load position.

Any increase in manifold vacuum, which increase would occur at less than full load conditions would be sensed through line 27 and move piston 14 upwards against springs and 26. The rate and extent of travel of piston 14 is controlled by springs 25 and 26.

During normal operating range of the engine pistonV 22 is retained against stop 24a by spring 23 and at such times piston 22 acts as a spring seat for springs 2S and 26.

During such operation the pressures in chamber b and cylinder 13 between end 24 and piston 22 are equal, both being vented to atmosphere.

It will also be seen that because of the thermostatc or bimetallic member 43, that when the engine is started under cold conditions, that the position of the quantity control lever 11 of the pump will be adjusted to an increased fuel position and, that as the temperature of the engine increases, the length of the bimetallic member 43 will be automatically varied by the change in incoming atmosphere air temperature.

For reducing or cutting off the fuel quantity on deceleration of the engine, it will be seen that due to the increase in engine vacuum during such deceleration, that such increased vacuum upon diaphragm 34 through passage 38 will etect movement of the valve 36 until the reduced `portion 32 is aligned with passage 29 and such increased vacuum will thereupon effect movement of piston 22 until it engages wall 24 and also effect movement of piston 14 upwardly which will thereby move fuel control lever 11 to a less fuel position or cut `ofi the supply of fuel according to the adjusted position. During this time passage of atmospheric pressure .through passage 35d is cut off by the end of valve 30.

It will be seen that with the bellows as shown in Fig. 6, that the position of the valve, 30 will be controlled to compensate for variations in altitude at which the apparatus is being employed.

This valve 30 and the altitude adjustment orcompensation obtained by bellows 40 only serve to provide .deceleration at altitudes other than sea level.

From the foregoing it will be seen that we have provided new and improved means for obtaining all of the objects and advantages of the invention.

We claim:

l. In a device of the character described, a fuel injection pump having a control member, said control member having a pressure chamber, a rst pressure actuated means in said pressure chamber and operatively connected to said control member, a second pressure actuated means in said pressure chamber, said first and second pressure actuated means being operatively connected to manifold pressure or vacuum and actuated thereby, resilient means between said first and second pressure actuated means, theconnection of said pressure actuated means to manifold pressure or vacuum comprising a line connecting said pressure chamber between said rst and second pressure actuated means to a source of pressure for actuating said rst pressure actuated means, anda second line connecting said pressure chamber on the side lof said second pressure actuated means remote from said first pressurey actuated means to a source of pressure for actuating said second pressure actuated means and pressure operated valve means for controlling the connection of s aid second line to said pressure chamber.

2. In a device of the character described, a fuel injection pump having a control member, said control member having a pressure chamber, a rst pressure actuated means in saidpressure chamber and operatively connected to said control member, `a second pressure actuated means in said pressure chamber, said first and secondv pressure actuated means being .operatively con. nected Vto manifold .pressure or vacuum Vand actuated thereby, resilient means Vbetweensaid `first and second pressure actuated meansythefconnection of said pressure actuated means tov manifold pressure or vacuum comprising a` line connecting said pressure chamber between said-,iirst and second pressure actuated means toV ay source of Vpressure for actuating` said first pressure atuatedmeans, and a secondrline Connecting Said pressure chamber on the side of said second pressure actuated means remoteifrorn said tirst pressure actuated means to aj. s.;our ce ofpressure for actuating said second pressure actuated means, pressure operated valve means for controlling the; connectionY of said secondline to said pressure chamber, vand altitude compensating means for ad` justingthe position of said valve means.

. V3.` In a device of the character described, a fuel `injection pump having a control member, said control member having a pressure chamber, a first pressure actuated means in said pressure chamber and operatively connected to said control member, a second pressure actuated means in said pressure chamber, said flrstrand second pressure actuated means being operatively con nected to manifoldk pressure or vacuum and actuated thereby, resilient means between said rst and'second pressure actuated means, the connection of said pressureY actuated means to manifold pressure or vacuum com.- prising a line connecting said pressure chamber to a source of pressure for actuating said rst pressure actuated means, and a second line connecting said pressure chamber to a source of pressure for actuating said second pressure actuated means and valve means for controlling the connection of said second line to said pressure chamber, and thermally actuated means op, V

eratiuely connected to said rst pressure actuated means and to saidpcontrol lever for varying the relative posidanst-hereof.

4. In a device of the character described, a fuel injection pump having a control member, said ,control member having a pressure chamber, a first pressure actuated means in said pressure chamber and operatively connected to said control member, a second pressure actuated` means in said pressure chamber, said rst and second pressure actuated means being operatively connected vto manifold pressure or vacuum and actuated thereby, resilient means between said tirst and second pressure actuated means, the connection Vof said pressure actuated means to manifold pressure or vacuum comprising a line connecting said pressure chamber to a source of pressure for actuating said rst pressure actuated means, and a second line vconnecting said -pressure chmberwto fa source of pressurerffor. actuating said secondi .pressure .actuated means and v alve meansffor pressure chamber, and altitude compensating means for adjusting the position of said valve means, and thermally actuated means operatively connected to said rst pressure actuated means and to said control lever for varying the relative positions thereof.

5. In a device of the character described, a fuel injection pump having a control lever, a control cylinder for said fuel injection pump comprising lrst and second chambers, a first pressure actuated member in said rst chamber and operatively connected to said pump control lever, a second pressure actuated member in said second chamber, lines connecting said first and second chambers with manifold pressure or vacuum and pressure actuated valve means for controlling the pressure in said second chamber.

6. In a device of the character described, a fuel injection pump having a control lever, a control cylinder for said fuel injection pump comprising rst and second chambers, a rst pressure actuated member in said rst chamber and operatively connected to said pump control lever, a second pressure actuated member in said second chamber, lines connecting said ,rst and second chambers with manifold pressure or vacuum and pressure actuated valve means for controlling the pressure in said second chamber, and altitude compensating means between said control lever and said first pressure actuated means.

References Cited in the le of this patent UNITED STATES PATENTS 2,447,267 Mock Aug. 17, 1948 2,618,222 Davies et al Nov. 18, 1952 2,667,840 High Feb. 2, 1954 2,749,898 Isley June 12, 1956 FOREIGN PATENTS 530,668 Great Britain Dec. 17, 1940 

